Systems and methods for controlling ignition energy during exhaust stroke combustion of gaseous fuel to reduce turbo lag

ABSTRACT

Methods and systems are provided for adjusting ignition energy of the spark required for combustion of gaseous fuel injected during an exhaust stroke of a cylinder combustion event to reduce turbo lag. In one example, a method includes combusting a first amount of gaseous fuel during a compression stroke of a cylinder combustion event using a first ignition energy and combusting a second amount of gaseous fuel during an exhaust stroke of the cylinder combustion event using a second ignition energy, the second ignition energy lower than the first ignition energy. The second ignition energy may be adjusted based on in-cylinder pressure and cylinder load.

TECHNICAL FIELD

The present application generally relates to methods and systems forreducing turbo lag in a boosted engine system with liquid propane gas(LPG) fuel delivery system.

BACKGROUND AND SUMMARY

Turbocharged engines utilize a turbocharger to compress intake air andincrease the power output of the engine. A turbocharger may use anexhaust-driven turbine to drive a compressor which compresses intakeair. As the speed of the compressor increases, increased boost isprovided to the engine. During transient conditions, upon receiving anincreased torque demand, there may be a delay in turbocharger responsebefore the turbine and compressor speed is increased to a desired speednecessary to provide the required boost. This delay in turbochargerresponse, termed turbo lag, may result in a delay in providing thedemanded engine power. For example, during vehicle launch conditions,such as when accelerating from idle, minimal exhaust gas flow combinedwith increased load on the compressor may result in turbo lag.Consequently, when accelerating from idle speed, turbo lag may decreaseresponsiveness of the vehicle to driver's torque demand, and thusdecrease driving control.

One example approach for reducing turbo lag is shown by Pallett et al.in U.S. Pat. No. 8,355,858 B2. Herein, in addition to a first fuelinjection, a second fuel injection is performed after combustion, duringthe same cylinder cycle. The un-combusted fuel from the second fuelinjection is delivered into the exhaust upstream of the turbine, therebyproviding increased heat to increase turbine speed.

However, inventors herein have identified issues with such an approach.For example, providing un-combusted liquid fuel in the exhaust producesincreased soot and particular matter. Additionally, exhaust heat may belost due to heat transfer in the combustion chamber. As a result,performing the second fuel injection as described by Pallett may resultin degraded fuel economy and emissions.

In one example, the above issues may be addressed by an engine methodcomprising: combusting a first amount of gaseous fuel during acompression stroke of a cylinder combustion event using a first ignitionenergy; and combusting a second amount of gaseous fuel during an exhauststroke of the cylinder combustion event using a second ignition energy,the second ignition energy lower than the first ignition energy.

As an example, an engine system may be configured with a liquefiedpetroleum gas (LPG) fuel delivery system and the gaseous fuel (e.g.,LPG) may be direct injected into the combustion chamber. Based on engineoperating conditions, such as if a torque demand increase is greaterthan a threshold, a second fuel injection with spark ignition may beperformed to reduce the time required to increase turbine speed to adesired speed. Specifically, a first lean intake stroke injection may beperformed, followed by spark ignition during a compression stroke of acylinder combustion event. Subsequently, during the same cylindercombustion event, a second fuel injection may be performed and combustedby spark ignition during an exhaust stroke of the cylinder combustionevent. An amount of the second fuel injection may be adjusted tomaintain an overall air-fuel ratio at stoichiometry or slightly rich.Further, an ignition energy of the spark provided for combustion may beadjusted for efficient and complete combustion of the second fuelinjection, thereby reducing parasitic losses. As such, the ignitionenergy of the ignition spark provided for combustion of the second fuelinjection may be lower than the ignition energy of the ignition sparkprovided for combustion of the first fuel injection. The ignition energymay be adjusted by adjusting one or more of an ignition coil dwell timeand/or an ignition strike frequency.

In this way, additional exhaust energy may be produced by spark ignitingthe second fuel injection. The additional exhaust energy may then beutilized to increase turbine speed to a desired speed. Upon achieving adesired turbine speed and/or manifold absolute pressure (MAP), theengine may be operated without the post fuel injection.

Additionally, injecting and igniting fuel during the exhaust stroke of acylinder combustion event may reduce the duration to accelerate theturbocharger to a desired speed and provide the desired boost. As aresult, turbo lag may be reduced while also reducing a loss of heat tothe combustion chamber and particulate matter formation. Further, byadjusting ignition energy for combustion of the second fuel injectionamount, combustion may be controlled and parasitic electrical energylosses may be reduced.

It should be understood that the summary above is provided to introducein simplified form a selection of concepts that are further described inthe detailed description. It is not meant to identify key or essentialfeatures of the claimed subject matter, the scope of which is defineduniquely by the claims that follow the detailed description.Furthermore, the claimed subject matter is not limited toimplementations that solve any disadvantages noted above or in any partof this disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a schematic depiction of a multi-fuel engine systemconfigured to operate with a liquid fuel and a gaseous fuel.

FIG. 2A shows a flowchart depicting an example method for performing asecond fuel injection during transient operations.

FIG. 2B shows a flowchart depicting an example method for operating anengine without a second fuel injection.

FIG. 3 shows a flowchart depicting an example method for adjusting sparkignition during second fuel injection.

FIG. 4 shows example injection timings and spark timings for second fuelinjection events.

FIG. 5 depicts example second fuel injection operation used during coldstart and acceleration from steady-state un-boosted conditions.

DETAILED DESCRIPTION

The present description relates to an engine system configured todeliver gaseous fuel. In one non-limiting example, the engine may beconfigured as part of the system illustrated in FIG. 1, wherein theengine includes at least one cylinder, a control system, and aturbocharger among other features. Turbocharged engines may experienceturbo lag (that is, a delay before a turbine speed increases to athreshold speed to provide demanded torque output). A method forreducing turbo lag (shown at FIG. 2A) includes combusting a first fuelamount during a compression stroke of a cylinder combustion event, andsubsequently combusting a second fuel amount during an exhaust stroke.Injecting and combusting a second amount of a fuel during an exhauststroke may be referred to as post fuel injection. Post fuel injectionand combustion may be adjusted based on engine operating conditions,including torque demand, as described at FIG. 3. When post fuelinjections are not performed, the engine may operate by injecting andcombustion fuel during the compression stroke and not the exhauststroke, as depicted at FIG. 2B. Examples of post fuel injection timingsand post fuel injection events are shown at FIGS. 4 and 5 respectively.

Referring to FIG. 1, it depicts an example embodiment of a combustionchamber or cylinder of internal combustion engine 10. Engine 10 may becontrolled at least partially by a control system including controller12 and by input from a vehicle operator 130 via an input device 132. Inthis example, input device 132 includes an accelerator pedal and a pedalposition sensor 134 for generating a proportional pedal position signalPP. Cylinder (that is, combustion chamber) 14 of engine 10 may includecombustion chamber walls 136 with piston 138 positioned therein. Piston138 may be coupled to crankshaft 140 so that reciprocating motion of thepiston is translated into rotational motion of the crankshaft.Crankshaft 140 may be coupled to at least one drive wheel of thepassenger vehicle via a transmission system. Further, a starter motormay be coupled to crankshaft 140 via a flywheel to enable a startingoperation of engine 10.

Cylinder 14 can receive intake air via a series of intake air passages142, 144, and 146. Intake air passage 146 can communicate with othercylinders of engine 10 in addition to cylinder 14. In some embodiments,one or more of the intake passages may include a boosting device such asa turbocharger or a supercharger. For example, FIG. 1 shows engine 10configured with a turbocharger including a compressor 174 arrangedbetween intake passages 142 and 144, and an exhaust turbine 176 arrangedalong exhaust passage 148. Compressor 174 may be at least partiallypowered by exhaust turbine 176 via a shaft 180 where the boosting deviceis configured as a turbocharger. A throttle 162 including a throttleplate 164 may be provided along an intake passage of the engine forvarying the flow rate and/or pressure of intake air provided to theengine cylinders. Further, intake passage 144 may include a throttleinlet pressure (TIP) sensor (not shown) upstream of throttle 162 forestimating a throttle inlet pressure (TIP). Throttle 162 may be disposeddownstream of compressor 174 as shown in FIG. 1, or may be alternativelyprovided upstream of compressor 174.

Exhaust passage 148 can receive exhaust gases from other cylinders ofengine 10 in addition to cylinder 14. Exhaust gas sensor 128 is showncoupled to exhaust passage 148 upstream of emission control device 178.Sensor 128 may be any suitable sensor for providing an indication ofexhaust gas air/fuel ratio such as a linear oxygen sensor or UEGO(universal or wide-range exhaust gas oxygen), a two-state oxygen sensoror EGO (as depicted), a HEGO (heated EGO), a NOx, HC, or CO sensor.Emission control device 178 may be a three way catalyst (TWC), NOx trap,various other emission control devices, or combinations thereof.Further, the emission control device 78 may comprise a temperaturesensor (not shown) to provide an indication of temperature of theexhaust catalyst. Engine 10 may include an exhaust gas recirculation(EGR) system indicated generally at 194. EGR system 194 may include anEGR cooler 196 disposed along the EGR conduit 198. Further, the EGRsystem may include an EGR valve 197 disposed along EGR conduit 198 toregulate the amount of exhaust gas recirculated to the intake manifold144.

Each cylinder of engine 10 may include one or more intake valves and oneor more exhaust valves. For example, cylinder 14 is shown including atleast one intake poppet valve 150 and at least one exhaust poppet valve156 located at an upper region of cylinder 14. In some embodiments, eachcylinder of engine 10, including cylinder 14, may include at least twointake poppet valves and at least two exhaust poppet valves located atan upper region of the cylinder.

Intake valve 150 may be controlled by controller 12 via actuator 152.Similarly, exhaust valve 156 may be controlled by controller 12 viaactuator 154. During some conditions, controller 12 may vary the signalsprovided to actuators 152 and 154 to control the opening and closingtiming and/or lift amount of the respective intake and exhaust valves.The position of intake valve 150 and exhaust valve 156 may be determinedby respective valve position sensors (not shown). The valve actuatorsmay include electric valve actuation or cam actuation, or a combinationthereof. In the example of cam actuation, each cam actuation system mayinclude one or more cams and may utilize one or more of cam profileswitching (CPS), variable cam timing (VCT), variable valve timing (VVT)and/or variable valve lift (VVL) systems that may be operated bycontroller 12 to vary valve operation. For example, cylinder 14 mayalternatively include an intake valve controlled via electric valveactuation and an exhaust valve controlled via cam actuation includingCPS and/or VCT. In other embodiments, the intake and exhaust valves maybe controlled by a common valve actuator or actuation system, or avariable valve timing actuator or actuation system.

During engine operation, each cylinder within engine 10 typicallyundergoes a cylinder combustion event comprising a four stroke cycle:the cycle includes the intake stroke, compression stroke, expansionstroke, and exhaust stroke. During the intake stroke, generally, theexhaust valve 156 closes and intake valve 150 opens. Air is introducedinto combustion chamber 30 via intake manifold 146, and piston 138 movesto the bottom of the cylinder so as to increase the volume withincombustion chamber 14. The position at which piston 138 is near thebottom of the cylinder and at the end of its stroke (e.g. whencombustion chamber 14 is at its largest volume) is typically referred toby those of skill in the art as bottom dead center (BDC). During thecompression stroke, intake valve 150 and exhaust valve 156 are closed.Piston 138 moves toward the cylinder head so as to compress the airwithin combustion chamber 14. The point at which piston 138 is at theend of its stroke and closest to the cylinder head (e.g. when combustionchamber 14 is at its smallest volume) is typically referred to by thoseof skill in the art as top dead center (TDC). In a process hereinafterreferred to as injection, fuel is introduced into the combustion chamberduring intake stroke of the cylinder combustion event. In a processhereinafter referred to as ignition, the injected fuel is ignited duringcompression stroke by known ignition means such as spark plug 192,resulting in combustion. During the expansion stroke, the expandinggases push piston 138 back to BDC. Crankshaft 140 converts pistonmovement into a rotational torque of the rotary shaft. Finally, duringthe exhaust stroke, the exhaust valve 156 opens to release the combustedair-fuel mixture to exhaust manifold 148 and the piston returns to TDC.In this way, a single cylinder combustion event may include an intakestroke, a compression stroke, an expansion stroke, and an exhauststroke. Note that the above is shown merely as an example, and thatintake and exhaust valve opening and/or closing timings may vary, suchas to provide positive or negative valve overlap, late intake valveclosing, or various other examples.

In some examples, engine 10 may be operated with post fuel injection.Specifically, in addition to the fuel injection during the intakestroke, as discussed above, fuel may also be injected and combusted (viaignition) during the exhaust stroke. The injecting a second amount fuelduring the exhaust stroke may be referred to as post fuel injection.Thus, operating the engine 10 with post fuel injection may includecombusting a first amount of fuel during the compression stroke andcombusting a second amount of fuel during the exhaust stroke of the samecylinder combustion event. Details of operating the engine 10 with postfuel injection will be further elaborated at FIGS. 2-5.

Each cylinder of engine 10 may include a spark plug 192 for ignitinginjected fuel and initiating combustion. Ignition system 190 can providean ignition spark to combustion chamber 14 via spark plug 192 inresponse to a spark advance signal SA from controller 12, under selectoperating modes. The ignition system includes an ignition coil (notshown) comprising a primary coil and a secondary coil. Current flowingthrough the primary coil is utilized to create a magnetic field aroundthe secondary coil. When spark is required, current flow through theprimary coil is stopped causing the magnetic field around the secondarycoil to collapse. The change in magnetic field induces current flowthough the secondary coil. As such, the secondary coil may contain of alarger number of turns of wire than the primary coil. As a result, uponinduction, the secondary coil generates high voltage which may bedelivered to the spark plug 192 to generate spark for ignition. In thisway, the ignition coil provides an increase in voltage to the spark plug192 for ignition. As such, an ignition energy of the ignition spark maybe adjusted by adjusting an ignition coil dwell time. Ignition coildwell time is the duration of current flow through the primary coil.Therefore, increasing the ignition coil dwell time (may be referred toherein as dwell time) increases the ignition energy of the spark, anddecreasing the ignition coil dwell time decreases the ignition energy ofthe spark, for example. In other examples, adjusting an ignition coilstrike frequency may also adjust the ignition energy of the sparkdelivered by the spark plug 192. For example, decreasing the strikefrequency of the ignition coil may decrease a number of sparks output bythe spark plug. As a result, the ignition energy for combustion may bereduced.

In some embodiments, each cylinder of engine 10 may be configured withone or more fuel injectors for providing fuel thereto. As a non-limitingexample, cylinder 14 is shown including two fuel injectors 166 and 170.Fuel injector 166 is shown coupled directly to cylinder 14 for injectingfuel directly therein in proportion to the pulse width of signal FPW-1received from controller 12 via electronic driver 168. In this manner,fuel injector 166 provides what is known as direct injection (hereafterreferred to as “DI”) of fuel into combustion cylinder 14. While FIG. 1shows injector 166 as a side injector, it may also be located overheadof the piston, such as near the position of spark plug 192. Fuel may bedelivered to fuel injector 166 by a first fuel system 172, which may bea high pressure fuel system, including a fuel tank, a fuel pump, and afuel rail. In one example as shown in FIG. 1, the fuel system 172 mayinclude a pressurized gas fuel tank 182, and a fuel pressure sensor 184to detect the fuel pressure in the fuel tank 182.

Fuel injector 170 is shown arranged in intake passage 146, rather thanin cylinder 14, in a configuration that provides what is known as portinjection of fuel (hereafter referred to as “PFI”) into the intake portupstream of cylinder 14. Fuel injector 170 may inject fuel in proportionto the pulse width of signal FPW-2 received from controller 12 viaelectronic driver 171. Fuel may be delivered to fuel injector 170 fromsecond fuel system 173, which may be a liquid (e.g., gasoline, ethanol,or combinations thereof) fuel system, including a fuel tank, fuel pumps,and a fuel rail. In one example as shown in FIG. 1, fuel system 173 mayinclude a fuel tank 183 and a fuel sensor 185, for example a liquidlevel sensor, to detect the storage amount in the fuel tank 182.Alternatively, fuel may be delivered by a single stage fuel pump atlower pressure, in which case the timing of the direct fuel injectionmay be more limited during the compression stroke than if a highpressure fuel system is used. In an alternate embodiment, fuel from thesecond fuel system may additionally or alternatively be delivered to anadditional direct fuel injector for injecting fuel directly into thecombustion chamber 14.

Note that a single driver 168 or 171 may be used for both fuel injectionsystems, or multiple drivers, for example driver 168 for fuel injector166 and driver 171 for fuel injector 170, may be used, as depicted. Thefuel system 172 may be a gaseous fuel system. In one example, thegaseous fuel may be stored in a liquid fuel tank as liquefied petroleumgas (LPG). In another example, the gaseous fuel may include CNG,hydrogen, LPG, LNG, etc. or combinations thereof. It will be appreciatedthat gaseous fuels, as referred to herein, are fuels that are gaseous atatmospheric conditions but may be in liquid form while at high pressure(specifically, above saturation pressure) in the fuel system. Incomparison, liquid fuels, as referred to herein, are fuels that areliquid at atmospheric conditions. While FIG. 1 depicts a dual fuelsystem, in some examples, a single gaseous fuel system may be used todeliver gaseous fuel such as CNG, hydrogen, LPG, LNG, etc. orcombinations thereof to the combustion chamber by direct injection.

It will be appreciated that while the depicted embodiment is configuredto deliver one fuel via direct injection and another fuel via portinjection, in still further embodiments, the engine system may includemultiple port injectors wherein each of the gaseous fuel and the liquidfuel is delivered to a cylinder via port injection. Likewise, in otherembodiments, the engine system may include multiple direct injectorswherein each of the gaseous fuel and the liquid fuel is delivered to acylinder via direct injection.

The delivery of the different fuels may be referred to as a fuel type,such that the fuel type may be varied by injection relatively more orless of the liquid fuel compared with the gaseous fuel, or vice versa.

As introduced above, during certain engine operating conditions, turbolag may occur. For example, due to an increase in torque demand greaterthan a threshold demand, turbo lag may occur. Increase in torque demandmay be determined based on an increase in acceleration greater than athreshold acceleration. In one example, turbo lag may occur duringacceleration from an idle condition. In another example, turbo lag mayoccur during acceleration from steady-state un-boosted conditions.

In one example, the direct injection (DI) gaseous fuel system 172 may beconfigured to deliver one or more post fuel injections during transientconditions to reduce turbo lag and/or improve catalyst light-off. Postfuel injection may include injecting and igniting a second amount offuel (in addition to injecting a first amount of fuel during intakestroke and combusting the first amount of fuel during compressionstroke) during an exhaust stroke of a cylinder combustion event.Combustion of post fuel injections may be initiated by the ignitionsystem 190.

By performing post fuel injection, additional exhaust energy (obtainedby combustion of the second fuel amount) may be partly utilized toreduce the duration to bring the turbine to a threshold speed, therebyreducing turbo lag. Further details on utilizing post fuel injection forreducing turbo lag are discussed below with reference to FIGS. 2-5.Additionally, in some examples, when post fuel injection is performedduring cold start conditions, the additional exhaust energy may bepartly utilized to reduce the duration to bring a temperature ofemission control device 178 (e.g., temperature of an exhaust three waycatalyst or exhaust catalyst) to a threshold temperature, therebyimproving catalyst light-off.

Controller 12 is shown in FIG. 1 as a microcomputer, includingmicroprocessor unit 106, input/output ports 108, an electronic storagemedium for executable programs and calibration values shown as read onlymemory chip 110 in this particular example, random access memory 112,keep alive memory 114, and a data bus. Controller 12 may receive varioussignals from sensors coupled to engine 10, in addition to those signalspreviously discussed, including measurement of inducted mass air flow(MAF) from mass air flow sensor 122; engine coolant temperature (ECT)from temperature sensor 116 coupled to cooling sleeve 118; a profileignition pickup signal (PIP) from Hall effect sensor 120 (or other type)coupled to crankshaft 140; throttle position (TP) from a throttleposition sensor; and absolute manifold pressure signal, MAP, from MAPsensor 124. Engine speed signal, RPM, may be generated by controller 12from signal PIP. Further, the controller may receive a turbine speedsignal (not shown) from a turbine speed sensor (not shown) located atthe turbine 176. Manifold pressure signal MAP from a manifold pressuresensor may be used to provide an indication of vacuum, or pressure, inthe intake manifold. Note that various combinations of the above sensorsmay be used, such as a MAF sensor without a MAP sensor, or vice versa.During stoichiometric operation, the MAP sensor can give an indicationof engine torque. Further, this sensor, along with the detected enginespeed, can provide an estimate of charge (including air) inducted intothe cylinder. In one example, sensor 120, which is also used as anengine speed sensor, may produce a predetermined number of equallyspaced pulses every revolution of the crankshaft. Additionally, a sparktiming, that is, a point of time during the cylinder combustion eventwhen the spark plug fires in the cylinder to initiate combustion, may beadjusted by the controller.

As described above, FIG. 1 shows only one cylinder of a multi-cylinderengine. As such, each cylinder may similarly include its own set ofintake/exhaust valves, fuel injector(s), spark plug, etc.

The system of FIG. 1 provides for a system for an engine comprising anengine cylinder, a fuel injector coupled to the engine cylinder, a sparkplug coupled to the engine cylinder, the spark plug including anignition coil, a controller with computer-readable instructions forinjecting liquefied petroleum gas (LPG) into the engine cylinder withthe fuel injection during an exhaust stroke of a cylinder combustionevent and burning the injected LPG by striking the ignition coil one ormore times during the exhaust stroke. The computer-readable instructionsfurther include instructions for adjusting one or more spark ignitionparameters to adjust an ignition energy of the spark. In one example,the one or more spark ignition parameters includes an ignition coildwell time, a current level of the ignition coil, and a strike rate ofthe ignition coil.

Turning to FIG. 2, it shows example methods for performing fuelinjection during a cylinder combustion event. Specifically, FIG. 2Ashows a routine 200 a for performing post fuel injection to reduce turbolag and improve catalyst light-off. FIG. 2B shows a routine 200 b forperforming fuel injection without post fuel injection. For example, postfuel injection may be performed during one or more transient engineoperations such as acceleration from steady-state cruise or idleconditions, and cold start conditions. In one example, a controller,such as controller 12 shown in FIG. 1, may execute routine 200 a androutine 200 b based on instructions stored thereon. At 202, thecontroller may estimate and/or measure engine operating conditions.Engine operating conditions may include but are not limited to enginespeed and load, mass air flow, throttle position, boost pressure,manifold absolute pressure, manifold temperature, engine coolanttemperature, barometric pressure, exhaust catalyst temperature, pedalposition, etc.

Next, at 204, based on engine operating conditions, the controller maydetermine if an increase in torque demand is greater than a thresholdtorque demand. The threshold torque demand may be based on an increasein required boost. In some cases, the increase in the required boost mayresult in a delay in the delivery of required boost for the torquedemand to the engine (e.g., turbo lag). Thus, the threshold torquedemand may be based on an increase in torque demand that may result in adelay in the output of the demanded torque. Further, the thresholdtorque demand may be non-zero, and the threshold torque demand mayincrease with increasing engine speed at which the torque demand isgenerated. For example, during acceleration from un-boosted,steady-state cruise conditions or idle conditions, there may be a suddenincrease in torque demand from a vehicle operator. Additionally,increase in torque demand may be experienced during cold startconditions. Torque demand may be determined based on rate of change ofaccelerator pedal position, or rate of change of throttle position. Forexample, during acceleration from un-boosted steady-state, or idleconditions, there may be rapid depression of the accelerator pedal bythe vehicle operator. In other words, there may be tip-in of theaccelerator pedal from un-boosted steady-state, or idle conditions. As aresult, an opening of the intake throttle may increase to allow more airinto the intake manifold. Consequently, an increase in rate of change ofaccelerator pedal position and/or throttle position may indicate anincrease in torque demand. In some examples, if there is a tip-in, themethod may continue on to 208-213 to operate the engine with post fuelinjection, as described further below.

At 204, if the torque demand is not greater than the threshold torquedemand, at 206, the controller may determine if an exhaust catalysttemperature is less than a threshold temperature. For example, thethreshold temperature may be based on an operating temperature at whichthe exhaust catalyst reduces exhaust emissions to a level below athreshold level. During cold-start conditions, the catalyst may not beat the operating temperature. It may take a duration of time after thecold-start for the engine to warm up and bring the catalyst to thethreshold temperature. During the warm up period, since the catalyst isnot operating at its optimal temperature, there may be increasedemissions (e.g., such as NOx or particulate matter) from the exhaust. Inorder to reduce the time required to achieve catalyst thresholdtemperature, post fuel injection may be performed. Therefore, at 206, ifit is determined that the catalyst temperature is less than theoperating temperature, the routine may proceed to 208, 211, andsubsequently to 212 to perform post fuel injection as discussed furtherbelow.

In this way, when post fuel injection is performed during conditionswhen catalyst temperature is less than its optimal operatingtemperature, such as during cold start conditions, for example, theadditional heat from the exhaust gas may be partially utilized towarm-up the exhaust catalyst to its operating temperature faster thanwhen post fuel injection is not performed. As a result, decreasedexhaust emissions may be achieved during cold-start conditions.

If at 206, the catalyst temperature is not less than the thresholdtemperature, engine operation may continue without post fuel injectionat 210, as elaborated further at FIG. 2B.

Returning to 204, if torque demand is greater than or equal to athreshold torque demand, the routine may proceed to 208. At 208, theroutine includes delivering a first fuel amount to the combustionchamber during an intake stroke of a cylinder combustion event (e.g.,cylinder cycle). The first fuel amount may be delivered during a firstinjection, and may be based on a gaseous fuel amount producing a leanair-fuel ratio. Additionally, the first fuel amount producing the leanair-fuel ratio may be adjusted based on torque demand and potential lossof torque. For example, during the initial stages of a tip-in from idleor un-boosted steady-state conditions, the first amount may be adjustedto produce a less lean air-fuel ratio to reduce torque loss resultingfrom combusting a second amount of fuel during the exhaust stroke, thesecond amount of fuel compensating for the lean air-fuel ratio. Duringlater stages of the tip-in, as more torque is generated, the firstamount may be adjusted to produce a more lean air-fuel ratio. As aresult, the second amount of fuel injected during the exhaust stroke mayincrease to compensate for the leaner air-fuel ratio and produce anoverall stoichiometric or slightly rich air-fuel ratio. Adjusting thesecond amount of fuel is discussed further below at 212. The adjustmentof the first fuel amount may be performed until a turbine speed exceedsa threshold turbine speed, or until a manifold pressure exceeds athreshold pressure, the threshold speed, and the threshold pressurebased on the torque demand. In some examples, the first fuel amount maybe adjusted until a throttle inlet pressure (TIP) exceeds a thresholdthrottle inlet pressure, the threshold throttle inlet pressure based onthe torque demand. In alternate embodiments, the first fuel amount maybe based on a gaseous fuel amount producing a stoichiometric air-fuelratio. The injected fuel may be a gaseous fuel such as LPG and the fuelmay be injected directly into the combustion chamber by adirect-injection (DI) system, as described at FIG. 1. For example, adirect fuel injector, such as fuel injector 166 shown in FIG. 1, mayinject a first amount of LPG into the engine cylinder (e.g., combustionchamber) during the intake stroke of the cylinder combustion event.Subsequently, at 211, the first amount of injected fuel may be combustedby spark ignition during a compression stroke of the cylinder cycle. Forexample, the routine at 211 may include spark igniting the first amountof fuel with a spark plug, such as the spark plug 192 shown in FIG. 1.

Next, at 212, following combustion of the first fuel amount, post fuelinjection may be performed during the exhaust stroke of the cylindercombustion event. During post fuel injection, a second fuel amount maybe delivered to the combustion chamber through the DI system. That is,the second fuel amount may be delivered during a second fuel injection,the second fuel injection performed separately from the first fuelinjection. In one example, the second fuel amount may be smaller thanthe first fuel amount.

Due to lean operation during the first fuel injection, the second fuelamount may be adjusted such that residual oxygen after the first fuelcombustion may be consumed during combustion of the second fuel amount.As such, the overall air-fuel ratio of the cylinder combustion event maybe maintained at stoichiometry or slightly rich. The second amount offuel may be further based on a turbine speed relative to a thresholdturbine speed. In one example, the threshold turbine speed may be basedon the torque demand. Specifically, the threshold turbine speed may bethe turbine speed that produces the required boost for the torquedemand. As such, as the torque demand increases, the threshold turbinespeed increases. As the difference between the turbine speed and thethreshold turbine speed increases, a larger amount of fuel may berequired for the second injection event at 212. In another example, thesecond amount of fuel may be based on a manifold pressure relative to aMAP threshold, the MAP threshold based on the torque demand.Specifically, the threshold MAP may be the minimum MAP required toprovide a desired boost for the torque demand. As the torque demandincreases, the threshold MAP increases. Further, as the differencebetween the MAP and the threshold MAP increases, the second fuelinjection amount during post fuel injection increases. In still anotherexample, the second amount of fuel may be based on TIP relative to theTIP threshold, and as the difference between the TIP and the thresholdTIP increases, the second fuel injection amount during post fuelinjection increases. The threshold turbine speed, the threshold MAP, andthe threshold TIP may be based on vehicle acceleration.

Further, in still another example, the second amount of fuel deliveredand combusted during the exhaust stroke may be based on the temperatureof the exhaust catalyst. For example, a larger amount of fuel may beinjected during the exhaust stroke if the temperature of the exhaustcatalyst is a greater amount below the threshold temperature than if thetemperature of the exhaust catalyst were a smaller amount below thethreshold temperature.

Subsequently, at 213, the second fuel amount injected may be combustedby spark ignition during the exhaust stroke. For example, the routine at213 may include spark igniting the second amount of fuel with a sparkplug, such as the spark plug 192 shown in FIG. 1. By performing postfuel injection, and combusting the fuel, increased exhaust gas may begenerated, which may be partly utilized to spin the turbine and bringthe turbine speed to a desired speed in a shorter duration than whenpost fuel injection is not performed. As a result, turbo lag may bereduced. In some embodiments, the method at 213 may including adjustingone or more spark parameters in order to adjust an ignition energy usedto ignite the second amount of fuel. For example, the second amount offuel may be spark ignited at 213 at a lower ignition energy than whenspark igniting the first amount at 211, the ignition energy based oncylinder load conditions. Further details on adjusting ignition energyare discussed below with reference to FIG. 3.

After combusting the post fuel injection, at 214 the method may includedetermining if a manifold pressure (MAP) (e.g., such as a manifoldpressure measured by a MAP sensor at the intake manifold) is greaterthan or equal to a threshold MAP. For example, the threshold MAP may bebased on torque demand. Specifically, the threshold MAP may be a MAPwhich produces the demanded torque. Additionally or alternatively, at214, the controller may determine if a turbine speed is greater than orequal to a threshold speed. In one example, the turbine speed may bemonitored by a turbine speed sensor. For example, the threshold turbinespeed may be based on torque demand. Specifically, the threshold turbinespeed may be the turbine speed which produces the demanded torque. Assuch, the threshold MAP and the threshold turbine speed may increasewith an increase in torque demand. If, at 214, either of the MAP orturbine speed conditions are satisfied, that is, if MAP has reached orexceeded the threshold pressure or if turbine speed has reached orexceeded the threshold speed, the routine may proceed to 216. At 216,the controller may stop post fuel injection. In other words, injectionof the second fuel amount and spark ignition of the second fuel amountmay be stopped and the engine operation may resume without the post fuelinjection, which will be further elaborated at FIG. 2B. In one example,post fuel injection may be stopped when the TIP reaches or exceeds thethreshold TIP.

If MAP and/or turbine speed has not reached or exceeded the respectivethresholds, the routine may proceed to 218 to determine if exhaustcatalyst temperature is less than the threshold temperature. If theexhaust catalyst temperature is less than the threshold temperature,engine operation may continue with post fuel injection at 224. In oneexample, the post fuel injection may include spark igniting the firstamount and the second amount for a number of combustion events, thenumber of combustion events based on one or more of turbine speed, amanifold pressure, and catalyst temperature. For example, if the turbinespeed, manifold pressure, and/or catalyst temperature are below theirrespective thresholds are below their respective thresholds by a greateramount, post fuel injection may continue for a greater number ofcylinder combustion events than if they were below their respectivethresholds by a smaller amount.

If catalyst temperature has reached or exceeded the thresholdtemperature, next at 220, the method may include determining if acatalyst activity is less than a threshold level. If the catalystactivity is less than a threshold level, post fuel injection may bestopped. For example, the threshold level may be based on a level of NOxemission. In one example, the exhaust catalyst may be oxidizeddecreasing its ability to reduce NOx. Consequently, NOx emission levelsmay increase. In another example, catalyst efficiency degradation may bebased on modeled oxygen storage and monitoring of a downstream (aftercatalyst) oxygen sensor. Therefore, upon determining reduced catalyticactivity, post fuel injection may be terminated to prevent furtheroxidation of the exhaust catalyst.

If at 220, it is determined that catalyst activity is not below thethreshold level, engine operation may continue with post fuel injection.In this way, post fuel injection may be performed when the increase intorque demand exceeds a threshold by combusting first and second fuelamounts for one or more combustion events/cycles until a desired turbinespeed, MAP pressure, or TIP pressure is reached to reduce turbo lag. Inone example, fuel may be injected into the cylinder during the exhauststroke when a turbine speed is a threshold amount below a thresholdturbine speed, the threshold turbine speed based on a torque demand.However, catalyst activity may be monitored during post fuel injection,and upon detection of degraded catalytic activity, post fuel injectionmay be stopped. Additionally, post fuel injection may be performed whenthe catalyst temperature is less than a threshold temperature to reducethe duration of catalyst warm-up period to the threshold temperature.

In one example, a gaseous fuel may be injected into the cylinder duringthe exhaust stroke. The gaseous fuel may be stored in a liquid fuel tankas liquefied petroleum gas (LPG). Alternatively, the gaseous fuel mayinclude CNG, hydrogen, LPG, LNG, etc. or combinations thereof. In thisway, a method for performing post fuel injection may include, during anincrease in torque demand greater than a threshold, spark igniting afirst amount of gaseous fuel during a compression stroke of a cylindercombustion event; and spark igniting a second amount of gaseous fuelduring an exhaust stroke of the cylinder combustion event, the secondamount being smaller than the first amount. The increase in torquedemand may be indicated by an increase in pedal position, and thethreshold may be based on an increase in required boost. In one example,the gaseous fuel utilized for post fuel injection is stored in a liquidfuel tank as liquefied petroleum gas (LPG).

During post fuel injection, the first amount may be based on a gaseousfuel amount producing a lean air-fuel ratio, and the second amount maybe based on the lean air-fuel ratio and one or more of a turbine speedrelative to a threshold turbine speed, a manifold pressure relative to athreshold manifold pressure, or a throttle inlet pressure relative to athreshold throttle inlet pressure. Further, post fuel injection mayinclude spark igniting the second amount at a lower ignition energy thanthe first amount, and adjusting the ignition energy of the second amountby adjusting one or more of a dwell time, a current, a strike rate, andtiming of a spark plug. Still further, post fuel injection may includecontinuing spark igniting the first amount and the second amount for anumber of combustion events, the number of combustion events based onone or more of turbine speed relative to a threshold turbine speed and amanifold pressure relative to a threshold manifold pressure, thethreshold turbine speed and the threshold manifold pressure based on theincrease in the torque demand.

Post fuel injection may be terminated by stopping injecting and sparkigniting the second amount of gaseous fuel when the turbine speedincreases above a threshold turbine speed, the threshold turbine speedbased on a torque demand and/or when the manifold pressure increasesabove a threshold manifold pressure. In another example, post fuelinjection may be terminated by stopping injecting and spark igniting thesecond amount of gaseous fuel when the throttle inlet pressure increasesabove the threshold throttle inlet pressure. In another example, postfuel injection may be terminated by stopping injecting and sparkigniting the second amount of gaseous fuel when catalytic activity of anexhaust catalyst decreases below a threshold level. In one example, postfuel injection may be performed during acceleration from idle orsteady-state cruise conditions. In another example, post fuel injectionmay be when the engine load increases greater than a threshold, suchduring an uphill climb. In still another example, post fuel injectionsmay be performed during cold start conditions to reduce turbo lag, andto reduce the time required for the catalyst to reach its operationaltemperature.

Further, in another example, post fuel injections with gaseous fuel asdiscussed above may be performed during positive valve overlapconditions when blow-through air is provided. For example, in aturbocharged engine system, when a torque demand exceeds a thresholdtorque demand, boosted intake air may be driven from the intake manifolddownstream of the compressor into the exhaust manifold, upstream of theturbine. Blow-through may be provided by temporarily adjusting avariable cam timing to provide positive valve overlap. During thepositive overlap period, the boosted air inducted through the cylindersmay provide additional mass flow and enthalpy in the exhaust, therebyenabling the turbine to spin faster to meet the torque demand.Performing post fuel injections during blow-through conditions mayfurther provide extra exhaust energy to reduce turbo-lag.

When post fuel injections are performed during blow-through conditions,amount of post fuel injection may be adjusted such that the overallair-fuel ratio is rich. For example, the amount of post-fuel injectionduring blow-through conditions may be based on a duration of positivevalve overlap. As the duration of valve overlap increases, more air maybe utilized for blow-through. Consequently, more fuel may be injectedduring post fuel injection to provide sufficient fuel for combustion ofthe post fuel injection amount, and reduce the amount of air reachingthe exhaust catalyst. In this way, performing post fuel injection byinjecting gaseous fuel during exhaust stroke and spark igniting the postinjected fuel when torque demand increases beyond a threshold, mayprovide additional exhaust energy to increase the turbine speed to adesired speed. Consequently, the time taken for the turbine to reach thedesired speed may be reduced. In other words, turbo lag may be reduced.Further, post fuel injection may be utilized to reduce the duration forthe catalyst to reach operational temperature, that is, to improvecatalyst light-off.

Taken together, post fuel injection may be utilized to reduce turbo lagand reduce time taken for catalyst to light-off. By utilizing gaseousfuel for post fuel injection, production of soot and particulate mattermay be reduced. By combusting the post fuel injection amount, heat maynot be lost to the cylinder and the additional heat generated by postfuel combustion may be efficiently utilized to reduce turbo lag andimprove catalyst light-off.

Turning to FIG. 2B, it shows an example routine 200 b for operating anengine without post fuel injection events. For example, when torquedemand is not greater than a threshold and/or when an exhaust catalystis at a threshold temperature, injecting fuel during an exhaust strokemay not be required, as determined at FIG. 2A.

At 224, the controller may estimate and/or measure engine operatingconditions. Engine operating conditions may include, but are not limitedto, engine speed and load, mass air flow, throttle position, boostpressure, manifold absolute pressure, manifold temperature, enginecoolant temperature, barometric pressure, exhaust catalyst temperature,etc.

Upon determining engine operating conditions at 226, the air-fuelmixture may be delivered to the combustion chamber during the intakestroke of the cylinder combustion event (e.g., cylinder cycle). Theamount of fuel injected may be determined based on engine operatingconditions such as engine speed and load, for example. Additionally, theamount of fuel injected at 226 may be based on a stoichiometric air-fuelratio. In another example, the amount of fuel injected at 226 may bebased on a rich or lean air-fuel ratio. Then, at 228, combustion of fuelin the combustion chamber may be initiated by spark ignition duringcompression stroke. Finally, at 230, the combusted air-fuel mixture maybe released into the exhaust manifold during the exhaust stroke. Postfuel injection may not be performed during the exhaust stroke.

Turning to FIG. 3, routine 300 shows an example method for adjustingspark ignition during post fuel injection engine operation. For example,spark energy, spark timing, and a number of spark outputs may beadjusted to provide spark for combustion of post fuel injection duringthe exhaust stroke such that post fuel combustion may be controlled andparasitic heat loss may be reduced. Post fuel injection may be performedas described at FIG. 2A. In one example, a controller, such ascontroller 12 shown in FIG. 1, may execute routine 300 based oninstructions stored thereon.

At 302, engine operating conditions may be measured and/or estimated.Engine operating conditions may include but are not limited to enginespeed and load, mass air flow, throttle position, boost pressure,manifold absolute pressure, manifold temperature, engine coolanttemperature, barometric pressure, exhaust catalyst temperature, etc.Based on the determined engine operating conditions, at 306, thecontroller may determine if post fuel injection conditions aresatisfied. In other words, the controller may determine if post fuelinjection is required. For example, as discussed at FIG. 2A, post fuelinjection may be performed if a torque demand is greater than thresholdand/or if an exhaust catalyst temperature is less than operatingthreshold temperature. In one example, post fuel injection may beperformed during cold start conditions to reduce turbo lag and/or toincrease catalyst temperature to a threshold temperature for optimalcatalyst performance. In another example, post fuel injection may beperformed during acceleration from un-boosted steady-state cruiseconditions and/or idle conditions to reduce turbo lag when torque demandis greater than a threshold.

If, at 306, post fuel injections are not satisfied, the routine mayproceed to 304 to operate engine without post fuel injection asdiscussed at FIG. 2B. That is, the engine may operate without injectinga second amount of fuel during exhaust stroke of the cylinder combustioncycle. However, if at 306, post fuel injection conditions are satisfied,the routine continues on to 308.

At 308, a first amount of gaseous fuel may be delivered to thecombustion chamber during an intake stroke of a cylinder combustionevent, and at 310, the first fuel amount may be combusted during acompression stroke of a cylinder combustion event. The first amount maybe based on a gaseous fuel amount producing a lean air-fuel ratio.Additionally, the first fuel amount may be based on the torque demand.In another example, the first fuel amount may be based on a gaseous fuelamount producing a stoichiometric air-fuel ratio. The combustion of thefirst fuel amount may be initiated by a spark having a first ignitionenergy. As such, the first ignition energy of spark may be adjusted toprovide energy during the compression stroke to initiate combustion. Forexample, the first ignition energy may be adjusted based on cylinderload conditions. As such, since the cylinder load conditions may bebased on engine operating conditions, the first ignition energy may beadjusted based on engine speed and load conditions (e.g., such as torquedemand). Further, the ignition energy required to break a spark plug gapmay be a function of in-cylinder pressure. As such, in-cylinder pressuremay be higher during the compression stroke near the top dead center(TDC) than during other times in the cylinder combustion cycle.Consequently, higher ignition energy may be required to initiatecombustion of the first fuel amount during the compression stroke.

Additionally, a spark timing may be adjusted for fuel economy andtorque. That is, the spark timing may be adjusted at minimum sparkadvance for best torque (MBT). In some examples, spark timing may beadjusted based on detonation limit.

Following combustion of the first fuel amount, at 312, post fuelinjection may be performed during which, a second amount of gaseous fuelmay be delivered during the exhaust stroke of the cylinder combustionevent. In one example, the second fuel amount may be based on a fuelamount that completes burning excess oxygen resulting from igniting thefirst amount of fuel and results in one or more of a stoichiometric orslightly rich air-fuel ratio. In another example, the second fuel amountmay be additionally or alternatively based on an increase in torquedemand with the second amount of fuel increasing with increasing torquedemand.

In one example, a single post fuel injection may be performed duringeach exhaust stroke, in between consecutive cylinder combustion events.In another example, more than one post fuel injection may be performedduring each exhaust stroke, in between consecutive cylinder combustionevents. The number of post fuel injections may be determined based onthe second fuel injection amount (that is, total amount of fuel requiredfor post injection). In one example, the second fuel amount may be basedon turbine speed and the air-fuel ratio of the first fuel injection. Asdiscussed above, the second fuel amount may be adjusted such that theoverall air-fuel ratio may be maintained at stoichiometry or slightlyrich.

Subsequently at 314, spark parameters may be adjusted to deliver sparkat a desired ignition energy to combust the second fuel amount. Forexample, the second fuel amount may be combusted (e.g., burned) duringthe exhaust stroke by igniting the second fuel amount with a sparkhaving a second ignition energy. As discussed above, the ignition energymay be based on cylinder load conditions. As such, the second ignitionenergy may be based on torque demand and may increase with increasingtorque demand. For example, based on torque demand, the second fuelamount (that is, the post fuel injection amount), may be adjusted. Inorder to provide required spark for combustion, the second ignitionenergy may be adjusted based on the second fuel injection amount. In oneexample, the second ignition energy may be based on inferred cylinderpressure, which may be a function of air charge, air charge temperature,spark timing and valve timing events. Since in-cylinder pressures may belower during the exhaust stroke than during the compression stroke, thesecond ignition energy for post fuel combustion occurring during theexhaust stroke may be lower than the first ignition energy for the firstfuel combustion. Further, the second ignition energy for the combustionof the second fuel amount may be based on a spark timing of the sparkfor second fuel combustion. In other words, the second ignition energymay be based on when during the exhaust stroke the second amount of fuelis ignited. For example, the second ignition energy may be higher whenthe second fuel injection is ignited earlier during the exhaust strokethan when the second fuel injection is ignited during later stages ofthe exhaust stroke. In this way, torque losses due to post injectionignition may be reduced.

In some examples, spark timing may be adjusted to coincide with the endof fuel injection for the second fuel injection. In this case, ignitionenergy may be based on timing of the delivery of the second fuelinjection. For example, the second ignition energy may be higher whenthe second fuel injection is delivered (e.g., injected) earlier duringthe exhaust stroke than when the second fuel injection is deliveredlater during the exhaust stroke. Further, the timing of the second fuelinjection and the spark timing of the second fuel injection may be basedon torque demand and potential loss of torque. For example, in order toreduce negative torque or loss of torque such as during initial stagesof a tip-in event (when torque demand is greater than the thresholdtorque demand), the second fuel injection may be performed later duringthe exhaust stroke and spark may be provided after the second fuelinjection (or spark may coincide with the end of the second fuelinjection). Consequently, lower ignition energy may be required tocombust the second fuel injection during later phase of the exhauststroke. Similarly, when the second fuel injection and ignition isperformed during an early phase of the exhaust stroke, higher ignitionenergy may be required.

In one example, the second ignition energy may be based on the firstignition energy of the same cylinder combustion event. In anotherexample, the second ignition energy may be based on the first ignitionenergy of a previous cylinder combustion event. For example, the secondignition energy may be lower than the first ignition energy by a fixedpercentage. In one example, second ignition energy may be 10% lower thanthe first ignition energy. In another example, the second ignitionenergy may be 30% lower than the first ignition energy. The fixedpercentage may be based on average peak cylinder pressures for theengine. In some examples, the fixed percentage may be based on timerequired to recharge for strike (that is, ignition of second fuelinjection) during the exhaust stroke. In this way, in one example, thesecond ignition energy of the spark for combusting the second amount offuel (during the exhaust stroke) may be based on engine operatingconditions including engine speed and load, spark timing, and the secondfuel amount. In another example, the second ignition energy may be basedon the first ignition energy of the spark for combusting the firstamount of fuel (during the compression stroke). Specifically, the secondignition energy may be a fixed percentage lower than the first ignitionenergy.

As shown at 316, ignition energy for the combustion of the second fuelamount may be adjusted by adjusting an ignition coil dwell time. In oneexample, lower ignition energy may be utilized compared to ignitionenergy utilized during the compression stroke. Ignition energy may bedecreased by decreasing the ignition coil dwell time. That is, a voltageapplied to an ignition coil may be maintained at a substantially shorterduration during post fuel injection. This decreases the primary currentthat the coil charges to, thereby decreasing its inductive energy.

In one example, during multiple post fuel injections, each post fuelinjection may be ignited by a lower ignition energy spark. For example,during a single cylinder combustion cycle comprising multiple fuelinjections, a first post fuel injection may be ignited by a first postfuel ignition energy, and a second subsequent post fuel injection may beignited by a second post fuel ignition energy. The second post fuelignition energy may be lower than the first post fuel ignition energy.

In some examples, when more than one post fuel injection may be requiredper cylinder combustion cycle, spark may be provided during each postfuel injection for post fuel combustion. Due to lower ignition energyrequirements for post fuel ignition, shorter dwell times may beutilized, which allows sufficient time for re-dwelling and dischargingat lower ignition energy for consecutive post fuel injections.

Further, as shown at 318, adjusting ignition energy may additionally oralternatively include adjusting a number of strikes of the ignition coilfor each post fuel combustion event. For example, the number of strikesof the ignition coil may be decreased to decrease ignition energy. Thatis, lower strike frequency may be used to decrease a number of sparksoutput by the ignition coil per post fuel combustion event. By utilizingshorter dwell times and/or lower strike frequency during post fuelinjection, electrical energy waste and parasitic loses may be reduced.

In one example embodiment, ignition systems may comprise dual coilignition circuits where multiple coils per cylinder may be controlled toprovide spark for the duration of the post fuel injection. For example,a long duration spark may be delivered during the second fuel injectionsuch that the second fuel injection amount stays ignited. Providing longduration spark may be performed with re-strike or a system having twocoils with output to the same plug. One coil may have short durationwith a high peak secondary output, and another coil may have a longduration with lower peak secondary output. During the second fuelinjection, the longer duration coil may be discharged. In other words,the short duration high secondary output and the long duration lowersecondary outputs may be utilized to strategically deliver spark forcombustion of the first fuel amount and the second fuel amount.

Next, at 320, the controller may continue to perform post fuel injectionand adjust spark as discussed above until a turbine speed increasesabove a threshold speed. In one example, post fuel injection and sparkadjustment may be performed until a manifold pressure increases above athreshold manifold pressure. In another example, post fuel injection andspark adjustment may be stopped when a catalytic activity of an exhaustcatalyst decreases below a threshold activity.

In this way, post fuel injection may be adjusted by adjusting theinjection amount, injection frequency, and ignition energy to combustthe post injection fuel amount and provide exhaust heat energy to reduceturbo lag and/or decrease duration for the catalyst to light-off. Bycombusting the post fuel injection by spark ignition, dependence oncombustion chamber heat for combustion, which may be lost to thecylinder, is reduced. Further, by utilizing shorter dwell times and/orby decreasing the coil strike frequency to decrease ignition energy,electrical energy losses may be reduced.

In one example, the method of FIG. 3 provides for an engine methodcomprising injecting liquefied petroleum gas (LPG) into a cylinderduring an exhaust stroke, in between consecutive cylinder combustionevents; and burning the injected LPG by striking an ignition coilmultiple times during the exhaust stroke, each strike of a lowerignition energy. In one example, an amount of LPG may be injectedthrough one injection, the amount based on one or more of a torquedemand or an exhaust catalyst temperature. In another example, theamount of LPG may be injected through multiple injections and strikingthe ignition coil one or more times for each of the multiple injections.The ignition energy of subsequent strikes may be decreased by decreasingignition coil dwell time, decreasing a strike rate, and decreasingcurrent level of an ignition coil.

The method further includes injecting LPG into the cylinder during theexhaust stroke when an exhaust catalyst temperature is below a thresholdtemperature and/or injecting LPG into the cylinder during the exhauststroke when a turbine speed is a threshold amount below a thresholdturbine speed, the threshold turbine speed based on a torque demand.

Injecting LPG during the exhaust stroke may be stopped when the catalysttemperature increases to or above the threshold temperature. In anotherexample, injecting LPG during the exhaust stroke may be stopped when theturbine speed increases to or above the threshold turbine speed. In yetanother example, injecting the LPG during the exhaust stroke may bestopped when a manifold pressure increases to or above a thresholdmanifold pressure, the threshold manifold pressure based on the torquedemand. In still another example, injecting LPG during the exhauststroke may be stopped when catalytic activity of an exhaust catalystdecreases below a threshold level.

Now turning to FIG. 4, map 400 depicts example fuel injection and postfuel injection timings that may be used to reduce turbo lag and/or toimprove catalyst light-off. Turbo lag may be reduced by reducing timerequired to bring the turbine speed up to the desired speed and catalystlight-off may be improved by reducing time required to increase theexhaust catalyst temperature to the threshold temperature. Specifically,map 400 depicts intake valve timing at plot 402, exhaust valve timing atplot 404, piston position at plot 406, an example fuel injection profileused during fuel injection, and fuel injections in a single cylindercombustion event at plot 407 (including fuel injection bars 408, 410,and 412 relative to sparks indicated at 414, 416, and 418,respectively), and an example ignition energy profile at plot 420 forsparks 414, 416 and 418.

As discussed at FIG. 1, during engine operation, each cylinder withinthe engine typically undergoes a four stroke cycle: the cycle includesthe intake stroke, compression stroke, power (or expansion) stroke, andexhaust stroke. During the intake stroke, generally, the exhaust valvecloses (plot 404, dashed line) and the intake valve opens (plot 402,solid line). An air-fuel mixture is introduced into the cylinder via theintake manifold, and the cylinder piston moves to the bottom of thecylinder so as to increase the volume within the combustion chamber(plot 406). During the compression stroke, the intake valve and exhaustvalve are closed. The piston (plot 406) moves toward the cylinder headso as to compress the air-fuel mixture within the cylinder.

During injection, a first fuel amount may be introduced into thecombustion chamber during the intake stroke (shown at 408). The injectedfuel may be ignited by a spark plug during compression stroke (sparkshown at 414) resulting in combustion. During the expansion stroke, theexpanding gases push the piston back to BDC. A crankshaft coupled to thepiston converts piston movement into a rotational torque of the rotaryshaft. Finally, during the exhaust stroke, the exhaust valve opens (plot404) to release the combusted air-fuel mixture to the exhaust manifoldand the piston returns to TDC.

During engine operation with post fuel injection, a second fuel amount(shown at 410) may be introduced into the combustion chamber during theexhaust stroke. As shown in FIG. 4, the amount of fuel injected duringthe first fuel injection may be greater than the amount of fuel injectedduring the second fuel injection (that is, during post fuel injection).Further, the amount of fuel injection during the second fuel injection,during the exhaust stroke, may be based on the turbine speed relative toa threshold turbine speed that may produce the requested torque.Additionally, the amount of fuel injection during the second fuelinjection may be based on the air available from the first fuelinjection to react with the second fuel injection, combust, and releaseheat.

In some examples, as depicted in FIG. 4, more than one post fuelinjection may be performed (as depicted by the two post fuel injectionsshown at 410 and 412). In other words, the second fuel amount may bedelivered in two aliquots, or two post fuel injections. The number ofpost fuel injections per cylinder cycle may be determined based on thedetermined second fuel injection amount. In one example, the number ofpost fuel injections per cylinder cycle may be based on engine speedsince gas exchange interaction with in-cylinder motion may necessitatemultiple post injections as flame moves away and into exhaust, and newoxygen becomes available via the intake. As discussed above, the secondfuel injection amount may be based on torque demand and the amount ofextra exhaust needed to increase turbine speed to a demanded level(e.g., a threshold level based on the torque demand). In one example, afirst post fuel injection amount (shown at 410) may be greater than asecond fuel injection amount (shown at 412). In another example, theamount of first and second fuel injections may be substantially equal.Further, an ignition energy (plot 420) required to combust the firstfuel amount during the compression stroke may be greater than anignition energy required to combust the second fuel amount during theexhaust stroke. As discussed at FIG. 3, the ignition energy requiredduring respective compression and exhaust strokes may be determined as afunction of in-cylinder pressure. As discussed above, in-cylinderpressures may be higher during the compression stroke than during theexhaust stroke. Therefore, a higher (e.g., larger amount of) ignitionenergy may be required to initiate combustion of first fuel amountduring the compression stroke compared to the ignition energy requiredto initiate combustion of the second fuel amount during the exhauststroke post fuel injection. Further, during multiple exhaust stroke postfuel injections, combustion of subsequent post fuel injections may beinitiated utilizing lower ignition energy. As described above, theignition energy for post fuel injections may be based on one or more ofthe post fuel injection amount (e.g., the amount of fuel injected),in-cylinder pressure, spark timing, fuel injection timing, ignitionenergy of the first fuel injection, and available dwell times. Forexample, the ignition energy of the spark (shown at 416) for combustionof the first post fuel injection amount may be higher than ignitionenergy of the spark (shown at 418) for the second post fuel injectionamount. The spark timings may also be based on injector timing.

Further, a timing of the second fuel injection (that is, post fuelinjection) may be adjusted based on torque demand and potential torqueloss. For example, during initial stages of a tip-in event (such as fromidle or steady-state un-boosted conditions), when increased torquedemand is generated, the timing of delivery of the second fuel injectionmay be adjusted to a later phase of the exhaust stroke to reducenegative torque. Progressively, as more torque is generated, the timingof delivery of second fuel injection may be adjusted to an earlier phaseof the exhaust stroke.

Spark timing for initiation of combustion of fuel injection and postfuel injection may be adjusted for efficient combustion of the fuel,torque generation, and reduction of torque loss. For example, sparktiming for combustion of the first fuel amount may be adjusted at MBT.Alternatively, spark timing for the first fuel amount may be adjustedbased on detonation limit. During post fuel injection, spark timing maybe adjusted such that spark is delivered to coincide with the end ofinjection. In one example, spark timing may be retarded if heat isdesired in the turbocharger or the exhaust after treatment system. Inanother example, spark may be provided during injection. For example, aspark may be provided after 30% of post fuel injection followed by are-strike after end of injection.

In this way, timing of delivery of post fuel injection, and spark timingand energy for post fuel injection combustion may be adjusted, therebyproviding additional exhaust energy which may be utilized at leastpartially to reduce turbo lag when a torque demand increase is greaterthan a threshold and/or to decrease the duration for catalyst tolight-off when exhaust catalyst temperatures are below the thresholdtemperature.

Turning to FIG. 5, graph 500 shows example post fuel injection eventsthat may be performed during acceleration from steady-state conditionsand cold start conditions. Specifically, accelerator pedal position isshown at plot 502, torque demand is shown at plot 503, exhaust catalysttemperature is shown at plot 504 with a threshold operating temperaturefor the exhaust catalyst indicated at plot 506, a desired (e.g.,threshold) MAP, based on torque demand, is shown at plot 508, an actualchange in MAP during engine operation with post fuel injection is shownat plot 512, an actual change in MAP during engine operation withoutpost fuel injection is shown at plot 510, an air-fuel ratio (AFR) duringa first intake stroke fuel injection is shown at plot 516 with respectto stoichiometry (indicated at 514), an overall combustion AFR is shownat plot 518 with respect to stoichiometry (indicated at 520), NOxemissions as a measure of catalytic activity is shown at plot 522 withrespect to a threshold emission level indicated at 524, and post fuelinjection activity is shown at plot 526. In one example, NOx emissionsmay be estimated based on a NOx sensor located downstream of the exhaustcatalyst. In another example, when NOX sensor is not present, emissionsthrough the catalyst may be monitored by comparing switching ratiosbetween a pre-catalyst UEGO (located upstream of the catalyst) and apost-catalyst HEGO (located downstream of the catalyst). The graph 500is plotted with time along the x-axis.

Prior to t1, the vehicle in which the engine is installed may beaccelerating from cold-start conditions. Accordingly, an increase inacceleration is shown as an increase in pedal position (plot 502). Dueto cold-start conditions, the catalyst may be operating at a temperaturelower than the threshold temperature (plot 504). Further, due toacceleration from cold start conditions, the increase in torque demandmay be above a threshold torque demand increase (plot 503, threshold notindicated). The threshold torque demand increase may be based on anincrease in required boost that results in turbo lag. Consequently, inorder to decrease the time taken to meet the torque demand and increasethe catalyst temperature, post fuel injection may be performed (plot526). In other words, post fuel injection may be performed to morequickly increase the turbine speed, and thereby reduce turbo lag.Exhaust energy from post fuel injection may be additionally utilized todecrease the time taken for the exhaust catalyst to reach its thresholdoperating temperature. During engine operation with post fuel injection,a first fuel injection may be performed resulting in lean air-fuel ratio(plot 516) and a second fuel injection may be performed (that is, postfuel injection) with second fuel amount adjusted such that overall AFRis at stoichiometry or slightly rich (plot 518). The excess oxygen dueto lean operation during the first fuel injection may be utilized tocombust post fuel injections. Further, MAP and NOx emissions may bemonitored during post fuel injections. Prior to t1, actual MAP (plot512) may be lower than a desired MAP (plot 508) and NOx emissions may belower than the threshold emission level 524 (plot 522). Post fuelinjection may be performed until MAP reaches a threshold pressure, thethreshold pressure based on a boost level producing the torque demand.In some examples, turbine speed may be monitored (not shown)additionally or alternatively relative to a threshold turbine speed, thethreshold turbine speed based on the turbine speed producing the boostfor the torque demand. At t1, and between t1 and t2, post fuel injectionmay continue to be delivered so that post fuel combustion energy may beutilized to bring the actual MAP to the threshold MAP (e.g., desiredMAP). Additionally, exhaust energy from post fuel injection may beutilized to increase catalyst temperature to a threshold temperature. Insome examples, un-combusted fuel from post fuel injection may interactwith oxygen in the exhaust catalyst resulting in combustion at theexhaust catalyst, which may further contribute towards improvingcatalyst light-off.

At t2, actual MAP may reach the threshold MAP and consequently, postfuel injection may be terminated (e.g., stopped), and engine operationmay continue with fuel injection without post fuel injection. If postfuel injection is not utilized when the increase in torque demand isgreater than the threshold, the time taken for the turbine to reach adesired speed may be longer, and consequently time taken for MAP toreach the desired MAP may be longer (see plot 510, where time taken foractual MAP extends beyond t2 for an example when post fuel injection isnot utilized). Thus, by performing post-fuel injections, the time takento deliver operator demanded torque may be reduced. In other words, byperforming post fuel injections turbo lag may be reduced.

Between t2 and t3, the engine may operate in steady-state conditionsduring which the increase in torque demand may be less than thethreshold. Further, exhaust catalyst temperature may be above thethreshold temperature 506. Consequently, post fuel injection may not beperformed. Instead, fuel injection may occur during the compressionstroke and not during the exhaust stroke. Total AFR may be maintainedclose to stoichiometry. In other examples, AFR may be adjusted above orbelow stoichiometry based on engine operating conditions. Between t3 andt4, acceleration may decrease (for example, due to tip out) and engineload may decrease. As a result, torque demand may be lower than athreshold and the engine may operate at un-boosted conditions. Further,catalyst temperature may be above the threshold operating temperature506. Consequently, post fuel injection may not be performed.

Further, between t4 and t5, the engine may operate in un-boosted steadystate conditions. As such, torque demand may not increase, and thecatalyst may be operating at or above the threshold temperature 506.Consequently, the engine may operate without post fuel injection.

Next, at t5, due to a change in vehicle operation, such as operatorrequested acceleration, there may be an increase in torque demandgreater than a threshold. Consequently, boost may be required to meetthe torque demand. In order to reduce the time required to spin theturbine to a desired speed and reduce turbo lag, post fuel injection maybe performed (plot 526). As discussed herein, during engine operationwith post fuel injection, a first fuel amount resulting in a leanair-fuel ratio (e.g., an air-fuel ratio leaner than stoichiometry) maybe delivered during the intake stroke and the first fuel amount may becombusted during the compression stroke. Subsequently, post fuelinjection may be performed during which a second fuel amount may bedelivered and combusted during the exhaust stroke. The second fuelamount may be adjusted such that the total AFR is at stoichiometry orslightly rich. The exhaust energy from the post fuel combustion may bepartially utilized to spin the turbine and bring the turbine to thedesired speed at a faster rate. At t6, the actual MAP may reach thedesired MAP, and NOx emission may increase above a threshold. Forexample, catalytic activity may decrease as a result of increasedoxidation of the catalyst causing decreased reduction of NOx in theexhaust. Increased oxidation of the exhaust catalyst may occur due tothe lean air-fuel ratio during combustion of the first fuel amount whenpost post-fuel injection is performed. Upon reaching the desired MAP,post fuel injection may be terminated.

It should be noted that when the engine is operated with post fuelinjection, the time taken to reach the desired MAP (plot 512) is lessthan the time taken than if the engine were operated without post fuelinjection (plot 510). Between t6 and t7, and beyond t7, torque demandincrease may not be greater than threshold and exhaust catalyst may beat or above the operating temperature. Therefore, post fuel injectionmay not be performed.

In this way, post fuel injection may be performed according to an enginemethod comprising injecting and (subsequently) igniting a first amountof liquefied petroleum gas (LPG) with a first ignition energy during acompression stroke of a cylinder combustion event when an increase intorque demand is less than a threshold; and during an increase in torquedemand greater than the threshold, injecting and (subsequently) ignitinga second amount of LPG with a second ignition energy during an exhauststroke of the cylinder combustion event. The second amount of LPG issmaller than the first amount of LPG and the second ignition energy issmaller than the first ignition energy. During the increase in torquedemand greater than the threshold, the first amount is based on a LPGamount resulting in a lean air-fuel ratio and the second amount is basedon a LPG amount that completes burning excess oxygen resulting fromigniting the first amount of LPG and results in one or more of astoichiometric or slightly rich air-fuel ratio. The second amount isfurther based on the increase in torque demand, the second amountincreasing with increasing torque demand. The method may further includeinjecting and subsequently igniting the second amount of LPG during theexhaust stroke when an exhaust catalyst temperature is below a thresholdtemperature.

In another example, post fuel injection may be performed according on anengine method, comprising combusting a first amount of gaseous fuelduring a compression stroke of a cylinder combustion event using a firstignition energy; and combusting a second amount of gaseous fuel duringan exhaust stroke of the cylinder combustion event using a secondignition energy, the second ignition energy lower than the firstignition energy. The gaseous fuel is stored in a liquid fuel tank asliquefied petroleum gas (LPG). The first amount is based on a fuelamount resulting in a lean air-fuel ratio and the second amount is basedon a turbine speed relative to a threshold turbine speed and the leanair-fuel ratio, the threshold turbine speed based on the torque demandincrease. When the second amount of fuel is combusted during a coldstart, the second amount is based on a temperature of a catalystrelative to a threshold temperature during the cold start. The methodmay further include combusting the second amount in response to a torquedemand increase greater than a threshold.

Further, the second ignition energy is based on one or more of sparktiming for the second amount (e.g., an ignition timing for the secondamount), the second amount, and the torque demand increase and thesecond ignition energy increases with increasing torque demand increase.Additionally, one or more ignition parameters including ignition coildwell timing, current level, and strike rate, is adjusted to obtain thesecond ignition energy.

In still another example, post fuel injection may be performed based onan engine method comprising during a first condition, igniting a firstamount of liquefied petroleum gas (LPG) during a compression stroke of acylinder combustion event and igniting a second amount of fuel during anexhaust stroke of the cylinder combustion event; and during a secondcondition wherein a torque demand increase is below a threshold,igniting a third amount of fuel during a compression stroke of acylinder combustion event and not injecting any fuel during an exhauststroke of the cylinder combustion event, the first amount being greaterthan the second amount. Further, the first condition may include one ormore of the torque demand increase being greater than the threshold andan exhaust catalyst temperature being lower than a thresholdtemperature. The method may further comprise during igniting the secondamount of fuel adjusting one or more spark parameters based on a desiredignition energy, the desired ignition energy based on the torque demandincrease.

In this way, performing post fuel injection during transient conditionsmay reduce the duration to accelerate the turbocharger to a desiredspeed and provide desired boost. Additionally, performing post fuelinjection during cold start conditions may reduce the duration for theexhaust catalyst to warm up to a threshold operating temperature. Byspark-igniting the fuel during post fuel injection, loss of heat to thecombustion chamber may be reduced. Further, by utilizing fuel such asLPG, which is injected in a gaseous form, formation of soot andparticulate matter may be reduced. In this way, by injecting andcombusting a second amount of fuel during an the exhaust stroke of acylinder combustion event responsive to turbo lag and/or exhaustcatalyst temperature, a technical effect is achieved, thereby reducingturbo lag and improving catalyst light-off.

Note that the example control and estimation routines included hereincan be used with various engine and/or vehicle system configurations.The specific routines described herein may represent one or more of anynumber of processing strategies such as event-driven, interrupt-driven,multi-tasking, multi-threading, and the like. As such, various actions,operations, and/or functions illustrated may be performed in thesequence illustrated, in parallel, or in some cases omitted. Likewise,the order of processing is not necessarily required to achieve thefeatures and advantages of the example embodiments described herein, butis provided for ease of illustration and description. One or more of theillustrated actions, operations and/or functions may be repeatedlyperformed depending on the particular strategy being used. Further, thedescribed actions, operations and/or functions may graphically representcode to be programmed into non-transitory memory of the computerreadable storage medium in the engine control system.

It will be appreciated that the configurations and routines disclosedherein are exemplary in nature, and that these specific embodiments arenot to be considered in a limiting sense, because numerous variationsare possible. For example, the above technology can be applied to V-6,I-4, I-6, V-12, opposed 4, and other engine types. The subject matter ofthe present disclosure includes all novel and non-obvious combinationsand sub-combinations of the various systems and configurations, andother features, functions, and/or properties disclosed herein.

The following claims particularly point out certain combinations andsub-combinations regarded as novel and non-obvious. These claims mayrefer to “an” element or “a first” element or the equivalent thereof.Such claims should be understood to include incorporation of one or moresuch elements, neither requiring nor excluding two or more suchelements. Other combinations and sub-combinations of the disclosedfeatures, functions, elements, and/or properties may be claimed throughamendment of the present claims or through presentation of new claims inthis or a related application. Such claims, whether broader, narrower,equal, or different in scope to the original claims, also are regardedas included within the subject matter of the present disclosure.

1. An engine method, comprising: combusting a first amount of gaseousfuel during a compression stroke of a cylinder combustion event using afirst ignition energy; and combusting a second amount of gaseous fuelduring an exhaust stroke of the cylinder combustion event using a secondignition energy, the second ignition energy lower than the firstignition energy.
 2. The method of claim 1, further comprising combustingthe second amount during a cold start and wherein the second amount isbased on a temperature of a catalyst relative to a threshold temperatureduring the cold start.
 3. The method of claim 1, further comprisingcombusting the second amount in response to a torque demand increasegreater than a threshold.
 4. The method of claim 3, wherein the firstamount is based on a fuel amount resulting in a lean air-fuel ratio andthe second amount is based the lean air-fuel ratio and one or more of aturbine speed relative to a threshold turbine speed, a manifold pressurerelative to a threshold manifold pressure, or a throttle inlet pressurerelative to a threshold throttle inlet pressure, the threshold turbinespeed, the threshold manifold pressure, and the throttle inlet pressurebased on the torque demand increase.
 5. The method of claim 4, whereinthe second ignition energy is based on one or more of spark timing forthe second amount, the second amount, and the torque demand increase andwherein the second ignition energy increases with increasing torquedemand increase.
 6. The method of claim 1, further comprising adjustingone or more ignition parameters to obtain the second ignition energy,the one or more ignition parameters including ignition coil dwelltiming, current level, and strike rate.
 7. The method of claim 1,wherein the gaseous fuel is stored in a liquid fuel tank as liquefiedpetroleum gas (LPG).
 8. An engine method, comprising: injectingliquefied petroleum gas (LPG) into a cylinder during an exhaust stroke,in between consecutive cylinder combustion events; and burning theinjected LPG by striking an ignition coil multiple times during theexhaust stroke, each strike of a lower ignition energy.
 9. The method ofclaim 8, wherein the injecting LPG includes injecting an amount of LPGthrough one injection, the amount based on one or more of a torquedemand or an exhaust catalyst temperature.
 10. The method of claim 9,wherein the injecting LPG includes injecting the amount of LPG throughmultiple injections and further comprising striking the ignition coilone or more times for each of the multiple injections.
 11. The method ofclaim 8, further comprising decreasing ignition energy of subsequentstrikes by one or more of decreasing ignition coil dwell time,decreasing a strike rate, and decreasing current level of an ignitioncoil.
 12. The method of claim 8, further comprising injecting LPG intothe cylinder during the exhaust stroke when an exhaust catalysttemperature is below a threshold temperature.
 13. The method of claim12, further comprising stopping injecting LPG during the exhaust strokewhen the catalyst temperature increases to or above the thresholdtemperature.
 14. The method of claim 8, further comprising injecting LPGinto the cylinder during the exhaust stroke when a turbine speed is athreshold amount below a threshold turbine speed, the threshold turbinespeed based on a torque demand.
 15. The method of claim 14, furthercomprising stopping injecting the LPG during the exhaust stroke when amanifold pressure increases to or above a threshold manifold pressure,the threshold manifold pressure based on the torque demand.
 16. Themethod of claim 14, further comprising stopping injecting the LPG duringthe exhaust stroke when the turbine speed increases to or above thethreshold turbine speed.
 17. The method of claim 8, further comprisingstopping injecting the LPG during the exhaust stroke when catalyticactivity of an exhaust catalyst decreases below a threshold level.
 18. Asystem for an engine, comprising: an engine cylinder; a fuel injectorcoupled to the engine cylinder; a spark plug coupled to the enginecylinder, the spark plug including an ignition coil; a controller withcomputer-readable instructions for injecting liquefied petroleum gas(LPG) into the engine cylinder with the fuel injector during an exhauststroke of a cylinder combustion event and igniting the injected LPG bystriking the ignition coil one or more times to deliver a spark to theengine cylinder during the exhaust stroke.
 19. The system of claim 18,wherein the computer-readable instructions further include instructionsfor adjusting one or more spark ignition parameters to adjust anignition energy of the spark.
 20. The system of claim 19, wherein theone or more spark ignition parameters includes an ignition coil dwelltime, a current level of the ignition coil, and a strike rate of theignition coil.